US20150191198A1 - Friction Brake Mechanism and Associated Steering Column - Google Patents

Friction Brake Mechanism and Associated Steering Column Download PDF

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Publication number
US20150191198A1
US20150191198A1 US14/149,309 US201414149309A US2015191198A1 US 20150191198 A1 US20150191198 A1 US 20150191198A1 US 201414149309 A US201414149309 A US 201414149309A US 2015191198 A1 US2015191198 A1 US 2015191198A1
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US
United States
Prior art keywords
steering
steering system
brake mechanism
steering shaft
engaged position
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
US14/149,309
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US9669864B2 (en
Inventor
Olivier Bernard Perichon
Pritish S. Khale
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch Automotive Steering Vendome SAS
Original Assignee
ZF Systemes de Direction Nacam SAS
Robert Bosch Automotive Steering Vendome SAS
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Application filed by ZF Systemes de Direction Nacam SAS, Robert Bosch Automotive Steering Vendome SAS filed Critical ZF Systemes de Direction Nacam SAS
Priority to US14/149,309 priority Critical patent/US9669864B2/en
Assigned to ZF SYSTEMES DE DIRECTION NACAM S.A.S. reassignment ZF SYSTEMES DE DIRECTION NACAM S.A.S. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: PERICHON, OLIVIER BERNARD, KHALE, PRITISH S
Assigned to ZF SYSTEMES DE DIRECTION NACAM S.A.S. reassignment ZF SYSTEMES DE DIRECTION NACAM S.A.S. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MCFARLAND, MICHAEL
Priority to FR1462562A priority patent/FR3016152B1/en
Priority to DE102014226154.6A priority patent/DE102014226154B4/en
Publication of US20150191198A1 publication Critical patent/US20150191198A1/en
Assigned to ROBERT BOSCH AUTOMOTIVE STEERING VENDÔME SAS reassignment ROBERT BOSCH AUTOMOTIVE STEERING VENDÔME SAS CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: ZF SYSTÈMES DE DIRECTION NACAM, SAS
Application granted granted Critical
Publication of US9669864B2 publication Critical patent/US9669864B2/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D5/00Power-assisted or power-driven steering
    • B62D5/001Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/003Backup systems, e.g. for manual steering
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D1/00Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16Steering columns
    • B62D1/18Steering columns yieldable or adjustable, e.g. tiltable
    • B62D1/184Mechanisms for locking columns at selected positions
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D1/00Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/22Alternative steering-control elements, e.g. for teaching purposes
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D1/00Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/24Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted
    • B62D1/28Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted non-mechanical, e.g. following a line or other known markers
    • B62D1/286Systems for interrupting non-mechanical steering due to driver intervention
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D5/00Power-assisted or power-driven steering
    • B62D5/001Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D5/00Power-assisted or power-driven steering
    • B62D5/04Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/043Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by clutch means between driving element, e.g. motor, and driven element, e.g. steering column or steering gear
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D65/00Designing, manufacturing, e.g. assembling, facilitating disassembly, or structurally modifying motor vehicles or trailers, not otherwise provided for
    • GPHYSICS
    • G05CONTROLLING; REGULATING
    • G05GCONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G5/00Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
    • G05G5/06Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member for holding members in one or a limited number of definite positions only
    • GPHYSICS
    • G05CONTROLLING; REGULATING
    • G05GCONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G5/00Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
    • G05G5/06Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member for holding members in one or a limited number of definite positions only
    • G05G5/08Interlocking of members, e.g. locking member in a particular position before or during the movement of another member
    • GPHYSICS
    • G05CONTROLLING; REGULATING
    • G05GCONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G5/00Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
    • G05G5/12Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member for holding members in an indefinite number of positions, e.g. by a toothed quadrant
    • GPHYSICS
    • G05CONTROLLING; REGULATING
    • G05GCONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G5/00Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
    • G05G5/12Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member for holding members in an indefinite number of positions, e.g. by a toothed quadrant
    • G05G5/14Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member for holding members in an indefinite number of positions, e.g. by a toothed quadrant by locking a member with respect to a fixed quadrant, rod, or the like
    • G05G5/16Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member for holding members in an indefinite number of positions, e.g. by a toothed quadrant by locking a member with respect to a fixed quadrant, rod, or the like by friction
    • GPHYSICS
    • G05CONTROLLING; REGULATING
    • G05GCONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G5/00Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
    • G05G5/12Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member for holding members in an indefinite number of positions, e.g. by a toothed quadrant
    • G05G5/20Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member for holding members in an indefinite number of positions, e.g. by a toothed quadrant by locking a quadrant, rod, or the like carried by the member
    • G05G5/24Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member for holding members in an indefinite number of positions, e.g. by a toothed quadrant by locking a quadrant, rod, or the like carried by the member by positive interengagement, e.g. by a pawl
    • GPHYSICS
    • G05CONTROLLING; REGULATING
    • G05GCONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G2700/00Control mechanisms or elements therefor applying a mechanical movement
    • G05G2700/22Mechanisms linking plurality of controlling or controlled members
    • G05G2700/24Locking controlled members of selectively controlled mechanisms
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T29/00Metal working
    • Y10T29/49Method of mechanical manufacture
    • Y10T29/49826Assembling or joining

Definitions

  • the invention relates to a steering system that provides a fail-soft operating mode during a transition between an autonomous steering mode and a driver-controlled steering mode, in particular in an emergency situation.
  • U.S. Pat. No. 6,580,989 discloses a so-called hybrid-type steering system selectively operable in one of three modes: steer-by-wire, electronic power assist steering (EPAS), and manual steering.
  • the steer-by-wire system includes a driver interface system (DIS), a road wheel actuator system (RWAS), and a controller for monitoring and implementing a preferred control strategy.
  • the steering system operates normally in a steer-by-wire mode. Operation in the alternate EPAS mode and manual mode is determined by a controller in response to a malfunction in any part of either the DIS or the RWAS.
  • the controller In each of the EPAS mode and manual mode, the controller causes a clutch mechanism to engage, thus creating a mechanical linkage between the steerable member and the rack and pinion system.
  • the EPAS mode one of the road wheel actuator or the reaction torque generator is available to assist in the steering operation.
  • both the DIS and the RWAS are deactivated and the vehicle is steerable through entirely mechanical means. As the driver is required to hold the steering wheel in all three operating modes, no particular measures have to be taken in the transition between the different steering modes.
  • a steering system comprising a steering shaft and a brake mechanism movable between an released position and a engaged position for angularly locking the steering shaft, wherein the brake mechanism comprises an override such that a non-destructive external torque applied to the steering shaft above a given threshold when the brake mechanism is in the engaged position results in a rotation of the steering shaft.
  • the brake mechanism can be moved to the engaged position for angularly locking the steering shaft mechanically linked to the ground wheels while the driver regains control of the steering wheel.
  • the vehicle can be steered by applying on the steering wheel a torque above the threshold of the override.
  • the override comprises a first friction element and a second friction element frictionally engaged with one another in the engaged position.
  • the torque threshold for overriding the brake mechanism is given by the pressure between the first and second friction elements.
  • the first friction element non-rotatable relative to the steering shaft, at least in the engaged position.
  • the second friction element is non-rotatable relative to the brake mechanism in the engaged position.
  • the second friction element may be rotatable relative to the brake mechanism in the released position and locked to the brake mechanism (and hence to a dashboard of the vehicle) to engage the brake.
  • a biasing mechanism for engaging with one another the first and second friction elements.
  • the biasing mechanism preferably comprises at least one biasing spring for applying a predetermined biasing force to at least one of the first and second friction elements.
  • the predetermined biasing force is preferably such that the first and second friction elements start slipping upon application of a torque at least equal to the torque threshold.
  • the torque threshold is preferably more than 1 Nm and less than 13 Nm.
  • An adjustable abutment fixed at an adjustable position in relation to the steering shaft can be provided for loading the biasing spring.
  • a particularly compact mechanism can be achieved if the biasing spring is a helicoidal spring wound around the steering shaft.
  • the system can be tuned in various manners before it is mounted on the vehicle to define a desired torque threshold for the override: the material of the friction elements can be changed. If a biasing spring is provided, the stiffness of the spring can be changed. The easiest way of adapting the torque threshold without changing any of the parts of the steering system, however, is to change the location of the adjustable abutment.
  • the brake mechanism comprises a first braking element, a second braking element, and an actuator, for engaging with one another the first and second braking elements in the locking position.
  • the actuator is preferably an electromechanical actuator.
  • At least one the first and second braking elements includes an annular interface in contact with the other of the first and second braking elements in the engaged position.
  • the first and second braking elements are positively engaged with one another in the engaged position.
  • at least one of the first and second braking elements may include an annular interface with a number of protrusions and/or recesses distributed over a circumference of the annular interface.
  • the first and second braking elements are frictionally engaged with one another in the engaged position.
  • the override comprises a friction dutch including a first friction element non-rotatable relative to the steering shaft and a second friction element non-rotatable relative to an annular interface of an annular braking element of the brake mechanism.
  • the steering system may further comprise a bearing between the annular braking element and the steering shaft.
  • a steering system comprising a steering shaft, a brake mechanism movable between an released position and a engaged position for angularly locking the steering shaft in several locking positions, and an override to allow rotation of the steering shaft upon application of a non-destructive external torque to the steering shaft above a given threshold when the brake mechanism is in the engaged position.
  • a method of controlling a vehicle steering system during a transition from an autonomous operation mode to a manual mode wherein a steering shaft is locked at an actual position at the end of the autonomous operation mode and until a driver manually applies a torque above a given threshold on the steering wheel.
  • FIG. 1 illustrates a steering system according to one embodiment of the invention
  • FIG. 2 is an isometric view of a steering column of the steering system of FIG. 1 ;
  • FIG. 3 is an exploded view of a part of the steering system of FIGS. 1 and 2 , showing the assembly of a braking system on the steering column;
  • FIG. 4 is a more detailed exploded view of the braking system of FIG. 3 ;
  • FIG. 5 is a section of a steering shaft and of the braking system of FIG. 3 ;
  • FIG. 6 is a section of an alternative embodiment of the braking system
  • FIG. 7 illustrates an alternative embodiment of the steering system.
  • a vehicle is provided with a steering system 10 including a steering wheel 12 , a steering shaft 14 , a pinion gear 16 that rotates with the steering shaft 14 and meshes with a toothed rack 18 for moving tie rods 20 linked to steerable ground wheels 22 .
  • the steering wheel 12 is connected to the steering shaft through a mechanical or electrical clutch mechanism 26 .
  • a steering motor 28 is connected with the steering shaft and controlled by a steering control unit 30 .
  • Rotation and/or torque sensors 32 , 34 are provided on the steering wheel 12 and on the steering shaft 14 and connected to the control unit 30 .
  • this steering system 10 is known from US 2013002416, which is incorporated herewith by reference.
  • the steering system 10 is further provided with a friction brake mechanism 36 , which is illustrated in detail in FIGS. 2 to 5 .
  • the brake mechanism 36 comprises an actuator 38 received in an actuator housing 40 clamped with a C-shaped clamp 42 to a jacket tube 44 in which the steering shaft 14 is mounted for rotation about a steering axis 100 .
  • the actuator 38 which can be of any suitable construction, moves a toothed lock bolt 46 back and forth against a toothed sleeve 48 in a radial direction respective to the steering axis 100 .
  • a needle bearing 50 is provided to guide the toothed sleeve 48 in rotation about the steering axis 100 .
  • the toothed sleeve 48 is pressed fitted onto an outer race ring of the needle bearing.
  • the toothed sleeve has a first annular planar face 52 in frictional contact with a flat abutment ring 54 press-fitted onto the steering shaft 14 , and a second annular face 56 opposed to the first annular face 52 .
  • a compression spring 58 is loaded between the second annular face 56 and an adjustable thrust washer 60 , which is connected to the steering shaft 14 by press-fitting at a proper distance from the abutment ring 54 to achieve a desired axial force through the compression spring 58 at the interface between the toothed sleeve 48 and the abutment ring 54 .
  • the brake mechanism does not impart any axial thrust on the steering shaft, since both the adjustable thrust washer and the abutment ring sit on the steering shaft.
  • a switch 62 may be provided to allow the driver to switch between a driver-controlled steering mode and an autonomous steering mode. This switch 62 may be located on the dashboard or integrated to the steering wheel 12 , e.g. as disclosed in US2013002416.
  • the brake mechanism In the driver-controlled steering mode and in the autonomous steering mode, the brake mechanism is disengaged, i.e. the toothed lock bolt 46 is out of engagement with the toothed sleeve 48 , which can rotate together with the abutment ring 54 , the compression spring 58 , the adjustable thrust washer 60 and the steering shaft 14 as one unit.
  • the clutch 26 In the driver-controlled steering mode, the clutch 26 is engaged and the steering wheel 12 is mechanically connected to the steering shaft 14 and the ground wheels 22 .
  • the motor 28 may or may not be used as power assistance for supplementing the torque delivered by the driver on the steering wheel 12 .
  • the clutch 26 is disengaged and the motor 28 applies a driving torque to the steering shaft 14 irrespective of the position of the steering wheel 12 .
  • the driver may regain at least partial control of the steering by turning the steering wheel 12 by a predetermined angle, which is detected by the sensor 32 .
  • a haptic feedback (e.g. click) may be provided to inform the driver that his or her request to regain partial or total control of the steering system 10 has been registered and executed.
  • Various transition strategies can be configured in response to the input of the driver and of various other parameters of the vehicle: the clutch 26 may or may not remain disengaged, and if not, the motor 28 may or may not be used as power steering assistance.
  • the autonomous steering control unit 30 If on the other hand the autonomous steering mode has to be interrupted as a matter of urgency at the initiative of the steering control unit 30 , e.g. because of a malfunction of the motor 28 or of a sensor, before the driver has had time to regain control of the steering, the autonomous steering control unit generates an alarm to inform the driver and at the same time reengages the dutch 26 and the brake mechanism 36 .
  • the toothed lock bolt 46 engages the toothed sleeve 48 so as to prevent its rotation.
  • the toothed sleeve 48 is biased by the loaded compression spring 58 in frictional engagement with the flat abutment ring 54 and prevents rotation of the steering shaft 14 .
  • the rack and pinion transmission 18 , 16 , tie rods 20 and ground wheels 22 remain in the position assumed at the beginning of the transition, to give the driver time to regain control of the steering wheel 12 .
  • the sensor 32 detects the applied torque and the control unit disengages the toothed lock bolt 46 to release the steering shaft 14 . Should however the toothed lock bolt 46 remain engaged, e.g.
  • the driver can override the brake mechanism 36 by applying a torque that is higher than the rated frictional torque resulting from the axial force of the compression spring 58 onto the toothed sleeve 48 , to maneuver the vehicle to a full stop in a fail-soft mode.
  • the brake mechanism 36 remains engaged, which means that the driver has to continuously overcome the rated frictional torque of the brake mechanism.
  • the rated frictional torque of the brake mechanism should preferably be both of a sufficient magnitude to prevent rotation of the steering shaft before the driver has gripped the steering wheel, and sufficiently low to allow the driver to turn the steering wheel.
  • the brake mechanism 36 is mounted on a sleeve 70 to create a stand-alone module.
  • the sleeve 70 can be press fitted or welded on the steering shaft 14 .
  • the brake mechanism 36 is inserted in a steering system 10 without clutch, including a steering wheel 12 , a steering shaft 14 , a pinion gear 16 that rotates with the steering shaft 14 and meshes with a toothed rack 18 for moving tie rods 20 linked to steerable ground wheels 22 .
  • a steering motor 28 is connected with the steering shaft and controlled by a steering control unit 30 .
  • the steering wheel 12 is connected to a feedback motor 80 .
  • Rotation and/or torque sensors 32 , 34 are provided on the steering wheel 12 and on the steering shaft 14 and connected to the control unit 30 .
  • the compression spring 58 can be replaced with a Belleville washer.
  • the bearing 50 for guiding the toothed sleeve can be of any type, e.g. a roller bearing with or without cage, or a sliding bearing to achieve weight reduction or meet space requirements. Tuning can be achieved by proper selection of the materials and surface roughness or friction coefficient at the friction interface between the flat abutment ring 54 and the toothed sleeve 48 .
  • plastic, rubber, ceramic and/or organic resin can be used as well as steel.
  • the adjustable thrust washer and/or abutment ring can be replaced with nuts if the shaft has provision for external threads. This allows a very precise tuning of the slipping torque.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Power Steering Mechanism (AREA)
  • Steering Controls (AREA)
  • Manufacturing & Machinery (AREA)

Abstract

In order to provide a fail-soft operating mode during a transition between an autonomous steering mode and a driver-controlled steering mode in an emergency situation, a steering system comprises a steering shaft, a brake mechanism movable between an released position and a engaged position for angularly locking the steering shaft, and an override such that a non-destructive external torque applied to the steering shaft above a given threshold when the brake mechanism is in the engaged position results in a rotation of the steering shaft.

Description

    TECHNICAL FIELD OF THE INVENTION
  • The invention relates to a steering system that provides a fail-soft operating mode during a transition between an autonomous steering mode and a driver-controlled steering mode, in particular in an emergency situation.
  • BACKGROUND ART
  • To address the issue of an ergonomic and intuitive voluntary transition from an autonomous steering mode to manual steering, it has been suggested in US 2013 002416 to provide a vehicle steering system with an autonomous interface steering wheel movable from a first position to a second position and an autonomous driving electronic control unit configured to receive a signal indicating that the autonomous interface steering wheel has been moved from the first position to the second position and initiate change of operation of the vehicle between the manual steering mode and the autonomous steering mode in response to receiving the signal. However, this system does not address the issue of a safe transition from the autonomous steering mode to the manual or driver-controlled steering mode at the initiative of the autonomous driving electronic control unit, e.g. in an emergency situation.
  • In a somewhat different context, U.S. Pat. No. 6,580,989 discloses a so-called hybrid-type steering system selectively operable in one of three modes: steer-by-wire, electronic power assist steering (EPAS), and manual steering. The steer-by-wire system includes a driver interface system (DIS), a road wheel actuator system (RWAS), and a controller for monitoring and implementing a preferred control strategy. The steering system operates normally in a steer-by-wire mode. Operation in the alternate EPAS mode and manual mode is determined by a controller in response to a malfunction in any part of either the DIS or the RWAS. In each of the EPAS mode and manual mode, the controller causes a clutch mechanism to engage, thus creating a mechanical linkage between the steerable member and the rack and pinion system. In the EPAS mode, one of the road wheel actuator or the reaction torque generator is available to assist in the steering operation. Alternatively, in the manual mode, both the DIS and the RWAS are deactivated and the vehicle is steerable through entirely mechanical means. As the driver is required to hold the steering wheel in all three operating modes, no particular measures have to be taken in the transition between the different steering modes.
  • Accordingly, there is a need for means to ensure a safe transition from an autonomous steering to a driver-controlled steering in a vehicle when the driver is unaware of the imminence of this transition.
  • SUMMARY OF THE INVENTION
  • According to one aspect of the invention, there is provided a steering system comprising a steering shaft and a brake mechanism movable between an released position and a engaged position for angularly locking the steering shaft, wherein the brake mechanism comprises an override such that a non-destructive external torque applied to the steering shaft above a given threshold when the brake mechanism is in the engaged position results in a rotation of the steering shaft. During a transition from an autonomous steering mode to driver-controlled steering mode, the brake mechanism can be moved to the engaged position for angularly locking the steering shaft mechanically linked to the ground wheels while the driver regains control of the steering wheel. Once the hands of the driver are on the steering wheel, the vehicle can be steered by applying on the steering wheel a torque above the threshold of the override.
  • According to a preferred embodiment, the override comprises a first friction element and a second friction element frictionally engaged with one another in the engaged position. The torque threshold for overriding the brake mechanism is given by the pressure between the first and second friction elements. According to one embodiment, the first friction element non-rotatable relative to the steering shaft, at least in the engaged position. The second friction element is non-rotatable relative to the brake mechanism in the engaged position. The second friction element may be rotatable relative to the brake mechanism in the released position and locked to the brake mechanism (and hence to a dashboard of the vehicle) to engage the brake.
  • According to a preferred embodiment, a biasing mechanism is provided for engaging with one another the first and second friction elements. The biasing mechanism preferably comprises at least one biasing spring for applying a predetermined biasing force to at least one of the first and second friction elements. The predetermined biasing force is preferably such that the first and second friction elements start slipping upon application of a torque at least equal to the torque threshold. The torque threshold is preferably more than 1 Nm and less than 13 Nm. An adjustable abutment fixed at an adjustable position in relation to the steering shaft can be provided for loading the biasing spring. A particularly compact mechanism can be achieved if the biasing spring is a helicoidal spring wound around the steering shaft.
  • As will be readily understood, the system can be tuned in various manners before it is mounted on the vehicle to define a desired torque threshold for the override: the material of the friction elements can be changed. If a biasing spring is provided, the stiffness of the spring can be changed. The easiest way of adapting the torque threshold without changing any of the parts of the steering system, however, is to change the location of the adjustable abutment.
  • According to one embodiment, the brake mechanism comprises a first braking element, a second braking element, and an actuator, for engaging with one another the first and second braking elements in the locking position. The actuator is preferably an electromechanical actuator.
  • According to one embodiment, at least one the first and second braking elements includes an annular interface in contact with the other of the first and second braking elements in the engaged position.
  • According to one aspect of the invention, the first and second braking elements are positively engaged with one another in the engaged position. In particular, at least one of the first and second braking elements may include an annular interface with a number of protrusions and/or recesses distributed over a circumference of the annular interface.
  • According to another aspect of the invention, the first and second braking elements are frictionally engaged with one another in the engaged position.
  • According to one embodiment, the override comprises a friction dutch including a first friction element non-rotatable relative to the steering shaft and a second friction element non-rotatable relative to an annular interface of an annular braking element of the brake mechanism. The steering system may further comprise a bearing between the annular braking element and the steering shaft.
  • According to another aspect of the invention, there is provided a steering system comprising a steering shaft, a brake mechanism movable between an released position and a engaged position for angularly locking the steering shaft in several locking positions, and an override to allow rotation of the steering shaft upon application of a non-destructive external torque to the steering shaft above a given threshold when the brake mechanism is in the engaged position.
  • According to another aspect of the invention, there is provided a method of controlling a vehicle steering system during a transition from an autonomous operation mode to a manual mode, wherein a steering shaft is locked at an actual position at the end of the autonomous operation mode and until a driver manually applies a torque above a given threshold on the steering wheel.
  • DESCRIPTION OF THE FIGURES
  • Other advantages and features of the invention will become more clearly apparent from the following description of specific embodiments of the invention given as non-restrictive examples only and represented in the accompanying drawings, in which:
  • FIG. 1 illustrates a steering system according to one embodiment of the invention;
  • FIG. 2 is an isometric view of a steering column of the steering system of FIG. 1;
  • FIG. 3 is an exploded view of a part of the steering system of FIGS. 1 and 2, showing the assembly of a braking system on the steering column;
  • FIG. 4 is a more detailed exploded view of the braking system of FIG. 3;
  • FIG. 5 is a section of a steering shaft and of the braking system of FIG. 3;
  • FIG. 6 is a section of an alternative embodiment of the braking system;
  • FIG. 7 illustrates an alternative embodiment of the steering system.
  • Corresponding reference numerals refer to the same or corresponding parts in each of the figures.
  • DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
  • Referring to FIG. 1, a vehicle is provided with a steering system 10 including a steering wheel 12, a steering shaft 14, a pinion gear 16 that rotates with the steering shaft 14 and meshes with a toothed rack 18 for moving tie rods 20 linked to steerable ground wheels 22. The steering wheel 12 is connected to the steering shaft through a mechanical or electrical clutch mechanism 26. A steering motor 28 is connected with the steering shaft and controlled by a steering control unit 30. Rotation and/or torque sensors 32, 34 are provided on the steering wheel 12 and on the steering shaft 14 and connected to the control unit 30. As such, this steering system 10 is known from US 2013002416, which is incorporated herewith by reference.
  • The steering system 10 is further provided with a friction brake mechanism 36, which is illustrated in detail in FIGS. 2 to 5. The brake mechanism 36 comprises an actuator 38 received in an actuator housing 40 clamped with a C-shaped clamp 42 to a jacket tube 44 in which the steering shaft 14 is mounted for rotation about a steering axis 100. The actuator 38, which can be of any suitable construction, moves a toothed lock bolt 46 back and forth against a toothed sleeve 48 in a radial direction respective to the steering axis 100. A needle bearing 50 is provided to guide the toothed sleeve 48 in rotation about the steering axis 100. The toothed sleeve 48 is pressed fitted onto an outer race ring of the needle bearing. The toothed sleeve has a first annular planar face 52 in frictional contact with a flat abutment ring 54 press-fitted onto the steering shaft 14, and a second annular face 56 opposed to the first annular face 52. A compression spring 58 is loaded between the second annular face 56 and an adjustable thrust washer 60, which is connected to the steering shaft 14 by press-fitting at a proper distance from the abutment ring 54 to achieve a desired axial force through the compression spring 58 at the interface between the toothed sleeve 48 and the abutment ring 54. As will be apparent to those skilled in the art, the brake mechanism does not impart any axial thrust on the steering shaft, since both the adjustable thrust washer and the abutment ring sit on the steering shaft.
  • A switch 62 may be provided to allow the driver to switch between a driver-controlled steering mode and an autonomous steering mode. This switch 62 may be located on the dashboard or integrated to the steering wheel 12, e.g. as disclosed in US2013002416.
  • In the driver-controlled steering mode and in the autonomous steering mode, the brake mechanism is disengaged, i.e. the toothed lock bolt 46 is out of engagement with the toothed sleeve 48, which can rotate together with the abutment ring 54, the compression spring 58, the adjustable thrust washer 60 and the steering shaft 14 as one unit.
  • In the driver-controlled steering mode, the clutch 26 is engaged and the steering wheel 12 is mechanically connected to the steering shaft 14 and the ground wheels 22. The motor 28 may or may not be used as power assistance for supplementing the torque delivered by the driver on the steering wheel 12.
  • In the autonomous steering mode, the clutch 26 is disengaged and the motor 28 applies a driving torque to the steering shaft 14 irrespective of the position of the steering wheel 12. In the autonomous steering mode, the driver may regain at least partial control of the steering by turning the steering wheel 12 by a predetermined angle, which is detected by the sensor 32. A haptic feedback (e.g. click) may be provided to inform the driver that his or her request to regain partial or total control of the steering system 10 has been registered and executed. Various transition strategies can be configured in response to the input of the driver and of various other parameters of the vehicle: the clutch 26 may or may not remain disengaged, and if not, the motor 28 may or may not be used as power steering assistance.
  • If on the other hand the autonomous steering mode has to be interrupted as a matter of urgency at the initiative of the steering control unit 30, e.g. because of a malfunction of the motor 28 or of a sensor, before the driver has had time to regain control of the steering, the autonomous steering control unit generates an alarm to inform the driver and at the same time reengages the dutch 26 and the brake mechanism 36. The toothed lock bolt 46 engages the toothed sleeve 48 so as to prevent its rotation. The toothed sleeve 48 is biased by the loaded compression spring 58 in frictional engagement with the flat abutment ring 54 and prevents rotation of the steering shaft 14. As a result, the rack and pinion transmission 18, 16, tie rods 20 and ground wheels 22 remain in the position assumed at the beginning of the transition, to give the driver time to regain control of the steering wheel 12. As soon as the driver imparts torque to the steering wheel 12, the sensor 32 detects the applied torque and the control unit disengages the toothed lock bolt 46 to release the steering shaft 14. Should however the toothed lock bolt 46 remain engaged, e.g. because of a malfunction of the sensor 32, of the actuator 38 or of the control unit 30, the driver can override the brake mechanism 36 by applying a torque that is higher than the rated frictional torque resulting from the axial force of the compression spring 58 onto the toothed sleeve 48, to maneuver the vehicle to a full stop in a fail-soft mode. During this man oeuvre, the brake mechanism 36 remains engaged, which means that the driver has to continuously overcome the rated frictional torque of the brake mechanism. For this reason, the rated frictional torque of the brake mechanism should preferably be both of a sufficient magnitude to prevent rotation of the steering shaft before the driver has gripped the steering wheel, and sufficiently low to allow the driver to turn the steering wheel.
  • In the embodiment illustrated in FIG. 6, the brake mechanism 36 is mounted on a sleeve 70 to create a stand-alone module. The sleeve 70 can be press fitted or welded on the steering shaft 14.
  • In the embodiment of FIG. 7, the brake mechanism 36 is inserted in a steering system 10 without clutch, including a steering wheel 12, a steering shaft 14, a pinion gear 16 that rotates with the steering shaft 14 and meshes with a toothed rack 18 for moving tie rods 20 linked to steerable ground wheels 22. A steering motor 28 is connected with the steering shaft and controlled by a steering control unit 30. The steering wheel 12 is connected to a feedback motor 80. Rotation and/or torque sensors 32, 34 are provided on the steering wheel 12 and on the steering shaft 14 and connected to the control unit 30.
  • Various other modifications are contemplated. Depending on the packaging area available, the compression spring 58 can be replaced with a Belleville washer. The bearing 50 for guiding the toothed sleeve can be of any type, e.g. a roller bearing with or without cage, or a sliding bearing to achieve weight reduction or meet space requirements. Tuning can be achieved by proper selection of the materials and surface roughness or friction coefficient at the friction interface between the flat abutment ring 54 and the toothed sleeve 48. In particular, plastic, rubber, ceramic and/or organic resin can be used as well as steel. The adjustable thrust washer and/or abutment ring can be replaced with nuts if the shaft has provision for external threads. This allows a very precise tuning of the slipping torque.

Claims (21)

1. A steering system comprising a steering shaft and a brake mechanism movable between a released position and an engaged position for angularly locking the steering shaft, wherein the brake mechanism comprises an override such that a non-destructive external torque applied to the steering shaft above a given torque threshold when the brake mechanism is in the engaged position results in a rotation of the steering shaft.
2. The steering system of claim 1, wherein the brake mechanism comprises a first friction element and a second friction element frictionally engaged with one another in the engaged position.
3. The steering system of claim 2, wherein the first friction element is non-rotatable relative to the steering shaft in the engaged position.
4. The steering system of claim 3, wherein the second friction element is non-rotatable relative to the brake mechanism in the engaged position.
5. The steering system of claim 4, wherein the second friction element is rotatable relative to the brake mechanism in the released position.
6. The steering system of claim 4, further comprising a biasing mechanism for frictionally engaging with one another the first friction element and second friction element.
7. The steering system of claim 6, wherein the biasing mechanism comprises at least one biasing spring for applying a predetermined biasing force to at least one of the first and second friction elements.
8. The steering system of claim 7, wherein the predetermined biasing force is such that the first and second friction elements start slipping upon application of a torque greater than the torque threshold.
9. The steering system of claim 7, further comprising an adjustable abutment for loading the biasing spring, the adjustable abutment being fixed at an adjustable position in relation to the steering shaft.
10. The steering system of claim 7, wherein the biasing spring is a helicoidal spring wound around the steering shaft.
11. The steering system of claim 1, wherein the torque threshold is more than 1 Nm and less than 13 Nm.
12. The steering system of claim 1, wherein the brake mechanism comprises a first braking element, a second braking element, and an actuator for engaging with one another the first and second braking elements in the engaged position.
13. The steering system of claim 12, wherein the actuator is an electromechanical actuator.
14. The steering system of claim 12, wherein at least one the first and second braking elements includes an annular interface in contact with the other of the first and second braking elements in the engaged position.
15. The steering system of claim 12, wherein the first and second braking elements are positively engaged with one another in the engaged position.
16. The steering system of claim 15, wherein at least one of the first and second braking elements includes an annular interface with a number of protrusions and/or recesses distributed over a circumference of the annular interface.
17. The steering system of claim 12, wherein the first and second braking elements are frictionally engaged with one another in the engaged position.
18. The steering system of claim 1, wherein the override comprises a first friction element non-rotatable relative to the steering shaft and a second friction element non-rotatable relative to an annular interface of an annular braking element of the brake mechanism.
19. The steering system of claim 18, further comprising a bearing between the annular braking element and the steering shaft.
20. A steering system comprising a steering shaft, a brake mechanism movable between an released position and a engaged position for angularly locking the steering shaft in several locking positions, and an override to allow rotation of the steering shaft upon application of a non-destructive external torque to the steering shaft above a given threshold when the brake mechanism is in the engaged position.
21. A method of assembling a steering system comprising: assembling a brake mechanism on a steering column so as to be movable between a released position and an engaged position for angularly locking a steering shaft, wherein the brake mechanism comprises an override, and adjusting the override such that a non-destructive external torque applied to the steering shaft above a given torque threshold when the brake mechanism is in the engaged position results in a rotation of the steering shaft.
US14/149,309 2014-01-07 2014-01-07 Friction brake mechanism and associated steering column Active 2034-09-04 US9669864B2 (en)

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US14/149,309 US9669864B2 (en) 2014-01-07 2014-01-07 Friction brake mechanism and associated steering column
FR1462562A FR3016152B1 (en) 2014-01-07 2014-12-17 FRICTION BRAKE MECHANISM AND STEERING COLUMN THEREFOR
DE102014226154.6A DE102014226154B4 (en) 2014-01-07 2014-12-17 Friction braking mechanism and associated steering column

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CN106828588A (en) * 2015-12-03 2017-06-13 联创汽车电子有限公司 Electric boosting steering system unmanned steering control method
WO2018093878A1 (en) * 2016-11-17 2018-05-24 Robert Bosch Automotive Steering Llc Friction clutch mechanism
CN111801268A (en) * 2018-01-04 2020-10-20 乔伊森安全系统收购有限责任公司 System and method for autonomous front wheel steering
US10843709B2 (en) 2015-11-30 2020-11-24 Bayerische Motoren Werke Aktiengesellschaft Arrangement, vehicle and method for having an occupant of a vehicle that is in a highly automated driving mode take over a driving task
US11105330B2 (en) 2018-08-29 2021-08-31 Borgwarner Inc. Power transmitting component having a shaft with a circumferential channel communicating fluid between a shaft-driven pump and a feed conduit formed in the shaft
CN114684246A (en) * 2020-12-30 2022-07-01 比亚迪股份有限公司 Vehicle steering system and vehicle with same
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US9630644B2 (en) 2013-03-15 2017-04-25 Ford Global Technologies, Llc Method and system for stowing steering column in an autonomous vehicle
US10843709B2 (en) 2015-11-30 2020-11-24 Bayerische Motoren Werke Aktiengesellschaft Arrangement, vehicle and method for having an occupant of a vehicle that is in a highly automated driving mode take over a driving task
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US20230033041A1 (en) * 2019-11-20 2023-02-02 Robert Bosch Gmbh Method for Operating a Vehicle
US11807317B2 (en) * 2019-11-20 2023-11-07 Robert Bosch Gmbh Method for operating a vehicle
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DE102014226154B4 (en) 2022-12-08
FR3016152B1 (en) 2019-05-31
FR3016152A1 (en) 2015-07-10
US9669864B2 (en) 2017-06-06
DE102014226154A1 (en) 2015-07-23

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